JP6871744B2 - Cruise control device - Google Patents

Cruise control device Download PDF

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JP6871744B2
JP6871744B2 JP2017008228A JP2017008228A JP6871744B2 JP 6871744 B2 JP6871744 B2 JP 6871744B2 JP 2017008228 A JP2017008228 A JP 2017008228A JP 2017008228 A JP2017008228 A JP 2017008228A JP 6871744 B2 JP6871744 B2 JP 6871744B2
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JP2018114917A (en
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隆良 仲井
隆良 仲井
真士 加藤
真士 加藤
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Subaru Corp
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Description

本発明は、先行車に追従するオートクルーズコントロール(ACC)による走行において、先行車の走行状態に応じてエンジン回転数を制御するようにしたクルーズコントロール装置に関する。 The present invention relates to a cruise control device that controls the engine speed according to the traveling state of the preceding vehicle in traveling by auto cruise control (ACC) following the preceding vehicle.

一般に、この種のクルーズコントロール装置では、運転者の設定した車速(セット車速)と自車両の車速(自車速)との差(速度差)に応じてエンジンの目標トルク及び、自動変速機の入力軸の目標回転数を演算周期毎に設定し、これにより自車速がセット車速に基づいて設定した目標車速に収束するように制御している。 Generally, in this type of cruise control device, the target torque of the engine and the input of the automatic transmission are input according to the difference (speed difference) between the vehicle speed (set vehicle speed) set by the driver and the vehicle speed (own vehicle speed) of the own vehicle. The target rotation speed of the shaft is set for each calculation cycle, and the vehicle speed is controlled so as to converge to the target vehicle speed set based on the set vehicle speed.

又、クルーズコントロールによる走行中に、登坂路のような走行負荷の大きい路面にさしかかり、車速が低下すると、クルーズコントロール装置では、自車速を直ちに目標車速に到達させるべく、エンジン制御ではスロットル弁開度を大きくしてエンジン出力を増加させ、一方、変速制御では変速比をダウンシフトさせてトルクアップを図り、これにより加速させることで自車速の落ち込みを防止するようにしている。 In addition, when the vehicle approaches a road surface with a heavy traveling load such as an uphill road while traveling by cruise control and the vehicle speed decreases, the cruise control device uses the cruise control device to immediately reach the target vehicle speed, and the engine control throttle valve opening. On the other hand, in the shift control, the gear ratio is downshifted to increase the torque, and the engine is accelerated to prevent the vehicle speed from dropping.

この場合、排気量が比較的大きなエンジンを搭載する車両(以下、「高排気量車」と称する)では、走行負荷が増加してもスロットル弁の開度を開き、エンジントルクを増大させることで、自動変速機の変速比を大きくシフトダウさせることなく自車速を目標車速へ比較的容易に収束させることができる。 In this case, in a vehicle equipped with an engine having a relatively large displacement (hereinafter referred to as a "high displacement vehicle"), the throttle valve opening is opened even if the traveling load increases, and the engine torque is increased. , The own vehicle speed can be relatively easily converged to the target vehicle speed without greatly shifting the gear ratio of the automatic transmission.

これに対し、低排気量のエンジンを搭載する車両(以下「低排気量車」と称する)が、高地走行、登坂路走行、高速走行、高車重等、大きい走行負荷が発生する条件下において、上述した高排気量両と同等の加速性能を得ようとした場合、当然、エンジン回転数を上昇させると共に、変速比を大きくダウンシフトさせる必要がある。しかし、このような加速運転は、振動、騒音が増大し、乗り心地が悪化してしまう。 On the other hand, under conditions where a vehicle equipped with a low-displacement engine (hereinafter referred to as a "low-displacement vehicle") generates a large running load such as high-altitude running, uphill road running, high-speed running, and high vehicle weight. In order to obtain acceleration performance equivalent to that of both high displacements described above, it is naturally necessary to increase the engine speed and significantly downshift the gear ratio. However, in such accelerated driving, vibration and noise increase, and the riding comfort deteriorates.

そのため、本出願人は、特許文献1(特開2015−189286号公報)において、クルーズコントロールによる走行中に走行負荷が増大した場合であっても、エンジン回転数の急激な増加を抑制して、運転者に与える不快感を軽減させる技術を提案した。 Therefore, in Patent Document 1 (Japanese Unexamined Patent Publication No. 2015-189286), the applicant suppresses a rapid increase in the engine speed even when the traveling load increases during traveling by cruise control. We proposed a technology to reduce the discomfort given to the driver.

特開2015−189286号公報JP 2015-189286

しかし、上述した文献に開示されている技術では、走行負荷に応じて目標加速度を一律に抑制する制御を行っているため、先行車に追従して登坂走行している状態では、先行車が加速しても、自車両を応答性良く追従させることができず、運転者に加速不足感を与えてしまう不都合が生じる。 However, in the technology disclosed in the above-mentioned document, since the control that uniformly suppresses the target acceleration according to the traveling load is performed, the preceding vehicle accelerates while traveling uphill following the preceding vehicle. Even so, it is not possible to make the own vehicle follow with good responsiveness, which causes a disadvantage that the driver feels insufficient acceleration.

この対策として、先行車に対する追従応答性を高くすれば、先行車が定速走行している場合に、走行負荷が増大して先行車との車間距離が離れた場合に、エンジン回転数を上昇させると共に変速機をダウンシフトさせることになるが、定速走行時にエンジン回転数が頻繁に変動することとなり、運転者に不快感を与えてしまう不都合がある。 As a countermeasure, if the follow-up responsiveness to the preceding vehicle is increased, the engine speed will increase when the preceding vehicle is traveling at a constant speed and the traveling load increases and the distance between the vehicle and the preceding vehicle increases. However, the engine speed fluctuates frequently during constant speed driving, which causes discomfort to the driver.

本発明は、上記事情に鑑み、先行車を追従走行している際に、この先行車の走行条件に拘わらず、運転者に加速不足感や不快感を与えることなく、常に最良の運転性能を得ることのできるクルーズコントロール装置を提供することを目的とする。 In view of the above circumstances, the present invention always provides the best driving performance when the vehicle is following the preceding vehicle, regardless of the driving conditions of the preceding vehicle, without giving the driver a feeling of insufficient acceleration or discomfort. It is an object of the present invention to provide a cruise control device that can be obtained.

本発明は、先行車に追従して自車両を走行させるクルーズコントロール装置において、前記自車両の走行負荷を設定する走行負荷演算手段と、前記先行車の加速に追従して前記自車両を前記走行負荷に抗して加速させるために必要な目標回転数を設定する目標回転数演算手段と、前記先行車に対して前記自車両を前記走行負荷に抗して一定速で追従走行させるために必要な定速回転数を設定する定速回転数演算手段と、前記目標回転数と前記定速回転数との回転差分に基づき一次遅れの時定数を設定する時定数演算手段と、前記目標回転数を前記時定数の伝達関数でフィルタ処理してエンジン制御手段へ指示する指示回転数を設定するフィルタ処理手段とを備える。 The present invention, in the following the preceding vehicle cruise control apparatus for driving the vehicle, wherein the traveling load calculating means for setting a running load of the vehicle, the said vehicle to follow the acceleration of the preceding vehicle traveling Necessary for a target rotation speed calculation means for setting a target rotation speed required for accelerating against a load and for making the own vehicle follow the traveling load at a constant speed with respect to the preceding vehicle. A constant speed rotation speed calculation means for setting a constant speed rotation speed, a time constant calculation means for setting a first-order lag time constant based on a rotation difference between the target rotation speed and the constant speed rotation speed, and the target rotation speed. Is provided with a filtering means for setting the indicated rotation speed instructing the engine control means by filtering the time constant with the transmission function.

本発明によれば、先行車の加速に追従して自車両を加速させるために必要な目標回転数と、先行車に対して自車両を一定速で追従走行させるために必要な定速回転数とを設定し、その回転差分に基づき一次遅れの時定数を設定し、この時定数による伝達関数で目標回転数をフィルタ処理してエンジン制御手段へ指示する指示回転数を設定するようにしたので、自車両が先行車を追従走行している際に、走行負荷が増加した場合であっても、一定速で追従走行している場合はエンジン回転数の急激な上昇が抑制され、又、先行車が加速した場合には応答性良く追従させることができる。 According to the present invention, the target rotation speed required to accelerate the own vehicle following the acceleration of the preceding vehicle and the constant speed rotation speed required to make the own vehicle follow the preceding vehicle at a constant speed. And, the time constant of the first-order lag is set based on the rotation difference, and the target rotation speed is filtered by the transmission function based on this time constant to set the indicated rotation speed to be instructed to the engine control means. Even if the running load increases when the own vehicle is following the preceding vehicle, if the following vehicle is following at a constant speed, the rapid increase in the engine speed is suppressed, and the preceding vehicle is also ahead. When the car accelerates, it can be made to follow with good responsiveness.

従って、一定速での追従走行においてはエンジン回転数の上昇による不快感を運転者に与えることがなく、又、先行車が加速した場合にはエンジン回転数を上昇させて直ちに追従させることができるため、運転者に加速不足感を与えることがない。その結果、先行車の走行条件に拘わらず、常に最良の運転性能を得ることができる。 Therefore, the driver does not feel uncomfortable due to an increase in the engine speed during follow-up driving at a constant speed, and when the preceding vehicle accelerates, the engine speed can be increased to immediately follow the vehicle. Therefore, it does not give the driver a feeling of insufficient acceleration. As a result, the best driving performance can always be obtained regardless of the driving conditions of the preceding vehicle.

登坂路を走行している、車両制御ユニットを搭載する車両の概略図Schematic diagram of a vehicle equipped with a vehicle control unit traveling on an uphill road 車両制御ユニットの全体構成図Overall configuration of the vehicle control unit クルーズコントロール装置に設けられているエンジン回転数制御ユニットの機能ブロック図Functional block diagram of the engine speed control unit provided in the cruise control device 変速線マップの概念図Conceptual diagram of shift line map 一次遅れ時定数設定テーブルの概念図Conceptual diagram of the first-order lag time constant setting table

以下、図面に基づいて本発明の一実施形態を説明する。図1の符号1は車両(自車両)であり、左右前輪1a、左右後輪1bが駆動する四輪駆動車、或いは左右前輪1aのみ、又は左右後輪1bのみが駆動する二輪駆動車である。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Reference numeral 1 in FIG. 1 is a vehicle (own vehicle), which is a four-wheel drive vehicle driven by the left and right front wheels 1a and the left and right rear wheels 1b, or a two-wheel drive vehicle driven by only the left and right front wheels 1a or only the left and right rear wheels 1b. ..

この自車両1に、自車両1の周辺の走行環境を撮像する車載カメラ2が設けられている。車載カメラ2として本実施形態では、メインカメラ2aとサブカメラ2bとを有するステレオカメラを採用している。この両カメラ2a,2bは車室内前部の上部(例えば、ルームミラーの両側)に一定の間隔を保持した状態で固設されている。この両カメラ2a,2bで撮像した自車前方の走行環境の画像信号が画像処理ユニット(IPU)3に送信される。 The own vehicle 1 is provided with an in-vehicle camera 2 that captures an image of the traveling environment around the own vehicle 1. In the present embodiment, as the in-vehicle camera 2, a stereo camera having a main camera 2a and a sub camera 2b is adopted. Both cameras 2a and 2b are fixedly attached to the upper part of the front part of the vehicle interior (for example, both sides of the rearview mirror) while maintaining a certain distance. The image signals of the driving environment in front of the own vehicle captured by both cameras 2a and 2b are transmitted to the image processing unit (IPU) 3.

IPU3は車載カメラ2からの画像情報に基づき、自車両1の周辺及び前方の走行環境情報を取得する。そして、この走行環境情報に基づいて自車両1の前方走行する先行車P等を認識し、認識した各種情報を、自車両1を後述するACC制御ユニット(ACC_ECU)11に送信する。 The IPU 3 acquires the traveling environment information around and in front of the own vehicle 1 based on the image information from the vehicle-mounted camera 2. Then, based on this traveling environment information, the preceding vehicle P or the like traveling ahead of the own vehicle 1 is recognized, and the recognized various information is transmitted to the ACC control unit (ACC_ECU) 11 described later for the own vehicle 1.

又、自車両1にはエンジン5が搭載され、このエンジン5に自動変速機6が連設されている。この自動変速機6は、本実施形態では無段変速機(CVT)であり、この自動変速機6の出力軸が駆動輪(四輪駆動車であれば、左右前輪1a及び左右後輪1b)に連設されている。 Further, the own vehicle 1 is equipped with an engine 5, and an automatic transmission 6 is continuously provided in the engine 5. The automatic transmission 6 is a continuously variable transmission (CVT) in the present embodiment, and the output shaft of the automatic transmission 6 is a drive wheel (in the case of a four-wheel drive vehicle, the left and right front wheels 1a and the left and right rear wheels 1b). It is serialized in.

このエンジン5の回転数がエンジン制御ユニット(E/G_ECU)21で制御され、自動変速機6の変速比がトランスミッション制御ユニット(T/M_ECU)22で制御される。これら各制御ユニット11、21,22はCPU、ROM、RAM等を備えた周知のマイクロコンピュータを主体に構成されており、ROMには予め設定した動作を実現するための制御プログラムや各種テーブル等の固定データが記憶されている。又、この各制御ユニット11、21,22が、CAN(Controller Area Network)通信等の車内通信回線23を通じて、双方向通信自在に接続されている。 The rotation speed of the engine 5 is controlled by the engine control unit (E / G_ECU) 21, and the gear ratio of the automatic transmission 6 is controlled by the transmission control unit (T / M_ECU) 22. Each of these control units 11, 21, 22 is mainly composed of a well-known microcomputer equipped with a CPU, ROM, RAM, etc., and the ROM contains a control program, various tables, etc. for realizing preset operations. Fixed data is stored. Further, the control units 11, 21 and 22, are freely connected in both directions through an in-vehicle communication line 23 such as CAN (Controller Area Network) communication.

又、図2に示すように、このACC_ECU11の入力側に、IPU3以外に、駆動輪の回転速度を検出する車輪速センサ7、自車両1の前後加速度、及び車体の前後傾斜角を検出する前後G(加速度)センサ8が接続されている。 Further, as shown in FIG. 2, on the input side of the ACC_ECU 11, in addition to the IPU 3, a wheel speed sensor 7 that detects the rotation speed of the drive wheels, the front-rear acceleration of the own vehicle 1, and the front-rear tilt angle of the vehicle body are detected. The G (acceleration) sensor 8 is connected.

ACC_ECU11は、走行中に運転者が図示しないクルコンスイッチを操作して、所望の定速車速をセットすると、ACC制御を開始し、IPU3で取得した走行環境情報に基づき先行車Pが捕捉されているか否かを判定し、捕捉されている場合は先行車Pとの相対車速、及び車間距離等の先行車情報を読込み、自車両1を先行車Pに追従させる目標車速を設定する。又、先行車Pが捕捉されていない場合は、運転者がセットした定速車速(セット車速)を目標車速として設定する。 The ACC_ECU 11 starts ACC control when the driver operates a cruise control switch (not shown) to set a desired constant speed vehicle speed while driving, and whether the preceding vehicle P is captured based on the driving environment information acquired by the IPU3. It is determined whether or not the vehicle is captured, and if it is captured, the vehicle speed relative to the preceding vehicle P and the preceding vehicle information such as the inter-vehicle distance are read, and the target vehicle speed for causing the own vehicle 1 to follow the preceding vehicle P is set. If the preceding vehicle P is not captured, the constant speed vehicle speed (set vehicle speed) set by the driver is set as the target vehicle speed.

そして、この目標車速に対応するエンジン5の目標回転数を求め、これを所定にフィルタ処理して、E/G_ECU21に指示する指示回転数Netを設定する。又、T/M_ECU22は、指示回転数Netを目標入力軸回転数として設定し、この目標入力軸回転数と目標車速とに基づき、現在の車速が目標車速に収束するような自動変速機(CVT)6の変速比を設定する。 Then, the target rotation speed of the engine 5 corresponding to the target vehicle speed is obtained, and this is filtered in a predetermined manner to set the indicated rotation speed Net instructed to the E / G_ECU 21. Further, the T / M_ECU 22 sets the indicated rotation speed Net as the target input shaft rotation speed, and based on the target input shaft rotation speed and the target vehicle speed, the automatic transmission (CVT) such that the current vehicle speed converges to the target vehicle speed. ) Set the gear ratio of 6.

又、図3に示すように、ACC_ECU11は、指示回転数Netを設定する機能として、勾配推定値演算部12、目標車速演算部13、推定車重演算部14、定速回転数演算手段としての定速回転数演算部15、目標回転数演算手段としての目標回転数演算部16、差分器17、時定数演算手段としての時定数演算部18,及びフィルタ処理手段としてのフィルタ処理部19が備えられている。 Further, as shown in FIG. 3, the ACC_ECU 11 has a gradient estimation value calculation unit 12, a target vehicle speed calculation unit 13, an estimated vehicle weight calculation unit 14, and a constant speed rotation speed calculation means as a function of setting the indicated rotation speed Net. The constant speed rotation speed calculation unit 15, the target rotation speed calculation unit 16 as the target rotation speed calculation means, the diffifier 17, the time constant calculation unit 18 as the time constant calculation means, and the filter processing unit 19 as the filter processing means are provided. Has been done.

勾配推定値演算部12は、自車両1が停車中の場合は前後Gセンサ8で検出した前後G情報に基づいて路面勾配値を設定する。又、走行中は、前後G情報から各車輪速センサ7で検出した駆動輪の車輪速を時間微分して車輪加速度を求め、その平均値を前後G情報から減算(補正)し、加速成分を除去して路面勾配値を推定する。 When the own vehicle 1 is stopped, the gradient estimation value calculation unit 12 sets the road surface gradient value based on the front-rear G information detected by the front-rear G sensor 8. Further, during traveling, the wheel speed of the drive wheel detected by each wheel speed sensor 7 is time-differentiated from the front-rear G information to obtain the wheel acceleration, and the average value is subtracted (corrected) from the front-rear G information to obtain the acceleration component. Estimate the road slope value by removing it.

又、目標車速演算部13は、先行車Pが捕捉されている場合は先行車Pとの相対車速、及び車間距離等から自車両1を先行車Pに追従させる目標車速を設定する。又、先行車Pが捕捉されていない場合は、運転者の設定したセット車速を目標車速として設定する。 Further, the target vehicle speed calculation unit 13 sets the target vehicle speed at which the own vehicle 1 follows the preceding vehicle P from the relative vehicle speed with the preceding vehicle P, the inter-vehicle distance, and the like when the preceding vehicle P is captured. If the preceding vehicle P is not captured, the set vehicle speed set by the driver is set as the target vehicle speed.

更に、推定車重演算部14は、自車両1の走行状態から乗員が乗車している状態や、荷物が積載されている状態等、現在の車体重量(車重)を推定する。この推定車重は、例えば、先ず、駆動輪の軸トルク(=タイヤトルク)から、車体加速度の期待値を推定し、又、各車輪速センサ7で検出した駆動輪の車輪速を時間微分して加速度を求め、それを平均して実際の車体加速度を算出する。尚、車体に車重計を取付け、停車時の車重を直接計測するようにしても良い。 Further, the estimated vehicle weight calculation unit 14 estimates the current vehicle body weight (vehicle weight) from the traveling state of the own vehicle 1, such as a state in which an occupant is on board or a state in which luggage is loaded. For this estimated vehicle weight, for example, first, the expected value of the vehicle body acceleration is estimated from the shaft torque (= tire torque) of the drive wheels, and the wheel speed of the drive wheels detected by each wheel speed sensor 7 is time-differentiated. The acceleration is calculated, and the actual vehicle body acceleration is calculated by averaging it. A vehicle weight gauge may be attached to the vehicle body to directly measure the vehicle weight when the vehicle is stopped.

そして、軸トルクから求めた期待される車体加速度と車輪速から求めた実際の車体加速度との比から車体増量分を求め、この車体増量分で予め設定されている車体重量を補正して実車体重量(実車重)を推定する。尚、軸トルクは、例えば、吸入空気量或いはスロットル開度と燃料噴射量或いは車速とに基づいて算出したエンジントルクから駆動軸のねじり角速度までの特性をモデル化した車両モデルに基づいて求める。 Then, the vehicle body weight increase is obtained from the ratio of the expected vehicle body acceleration obtained from the shaft torque to the actual vehicle body acceleration obtained from the wheel speed, and the vehicle body weight preset by the vehicle body weight increase is corrected by the vehicle body weight increase to the actual vehicle body. Estimate the weight (actual vehicle weight). The shaft torque is obtained based on, for example, a vehicle model that models the characteristics from the engine torque calculated based on the intake air amount or the throttle opening and the fuel injection amount or the vehicle speed to the torsional angular velocity of the drive shaft.

定速回転数演算部15は、ある負荷において一定速度で走るのに必要なエンジン回転数(定速回転数)Necを算出する。すなわち、勾配推定値演算部12で算出した路面勾配値と、目標車速演算部13で算出した目標車速と、推定車重演算部14で求めた推定車重に基づいて走行負荷を算出する。尚、この各演算部12〜14が、本発明の走行負荷演算手段に対応している。 The constant speed rotation speed calculation unit 15 calculates the engine rotation speed (constant speed rotation speed) NEC required to run at a constant speed under a certain load. That is, the traveling load is calculated based on the road surface gradient value calculated by the gradient estimation value calculation unit 12, the target vehicle speed calculated by the target vehicle speed calculation unit 13, and the estimated vehicle weight obtained by the estimation vehicle weight calculation unit 14. It should be noted that each of the calculation units 12 to 14 corresponds to the traveling load calculation means of the present invention.

そして、この走行負荷に抗して自車両1を走行させるために必要なトルク(走行負荷トルク)を算出し、この走行負荷トルクと車体加速度が0(一定速)となるエンジン回転数(定速回転数)Necを、図4に示すような変速線マップを参照して演算する。同図に示す変速機マップは無段変速機で採用されているものが例示されており、変速比(目標プライマリ回転数≒目標回転数)が最大となる低速側変速線LOWと、変速比が最小となる高速側変速線ODとで囲まれた領域に、スロットル開度が設定されている。そして、設定した定速回転数(図においては目標プライマリ回転数)と車速に基づき、エンジン回転数を一定に保持するスロットル開度が決定される。 Then, the torque (running load torque) required to run the own vehicle 1 against this running load is calculated, and the engine speed (constant speed) at which the running load torque and the vehicle body acceleration become 0 (constant speed). Rotation speed) Nec is calculated with reference to a shift line map as shown in FIG. The transmission map shown in the figure exemplifies the one used in continuously variable transmissions, with the low-speed side transmission line LOW that maximizes the gear ratio (target primary rotation speed ≒ target rotation speed) and the gear ratio. The throttle opening is set in the area surrounded by the minimum high-speed side transmission line OD. Then, the throttle opening that keeps the engine speed constant is determined based on the set constant speed speed (target primary speed in the figure) and the vehicle speed.

一方、目標回転数演算部16は、ある負荷から加速するのに必要なエンジン回転数(目標回転数)Neoを算出する。すなわち、先ず、上述した定速回転数演算部15と同様、路面勾配値と目標車速と推定車重に基づいて走行負荷を算出する。更に、目標車速と自車速との差分及び路面勾配値、或いは目標車速と自車速との差分及び先行車Pとの車間距離と目標車間距離との差分に基づいてACC目標加速度を設定する。 On the other hand, the target rotation speed calculation unit 16 calculates the engine rotation speed (target rotation speed) Neo required for accelerating from a certain load. That is, first, similarly to the constant speed rotation speed calculation unit 15 described above, the traveling load is calculated based on the road surface gradient value, the target vehicle speed, and the estimated vehicle weight. Further, the ACC target acceleration is set based on the difference between the target vehicle speed and the own vehicle speed and the road surface gradient value, or the difference between the target vehicle speed and the own vehicle speed and the difference between the inter-vehicle distance with the preceding vehicle P and the target inter-vehicle distance.

次いで、ACC目標加速度に車量を乗算し、それに各種走行抵抗を加算した上で、トルク換算係数を乗算して、ACC目標加速度を実現するエンジントルクを算出する。そして、このエンジントルクを発生させるスロットル開度を設定し、このスロットル開度と車速とに基づき、上述した図4に示す変速線マップを参照して、必要なエンジン回転数(目標回転数)Neoを算出する。 Next, the vehicle amount is multiplied by the ACC target acceleration, various running resistances are added to the ACC target acceleration, and then the torque conversion coefficient is multiplied to calculate the engine torque that realizes the ACC target acceleration. Then, the throttle opening for generating this engine torque is set, and based on the throttle opening and the vehicle speed, the required engine speed (target speed) Neo is referred to with reference to the shift line map shown in FIG. 4 described above. Is calculated.

差分器17では、目標回転数演算部16で求めた目標回転数Neoから定速回転数演算部15で求めた定速回転数Necを減算して、回転差分(Neo−Nec)を算出する。時定数演算部18は、図5に示す時定数テーブルを参照して、回転差分(Neo−Nec)に応じた一次遅れの時定数Tを設定する。この時定数テーブルは回転差分(Neo−Nec)が増加するに従い、時定数Tを反比例的に減少(短縮)させる特性に設定されている。従って、自車両1が先行車Pに追従して定速走行している場合、目標回転数Neoと定速回転数Necとはほぼ同じとなるため、延長された(図においては100[%]に近づく)時定数Tが設定される。一方、先行車Pが加速し、自車両1がそれに追従しようとした場合、目標回転数Neoが増加するため、その増加に伴い次第に短縮された(図においては0[%]側に近づく)時定数Tが設定される。 In the difference device 17, the rotation speed difference (Neo-Nec) is calculated by subtracting the constant speed rotation speed Nec obtained by the constant speed rotation speed calculation unit 15 from the target rotation speed Neo obtained by the target rotation speed calculation unit 16. The time constant calculation unit 18 sets the time constant T of the first-order lag according to the rotation difference (Neo-Nec) with reference to the time constant table shown in FIG. This time constant table is set to have a characteristic that the time constant T decreases (shortens) in inverse proportion as the rotation difference (Neo-Nec) increases. Therefore, when the own vehicle 1 follows the preceding vehicle P and travels at a constant speed, the target rotation speed Neo and the constant speed rotation speed NEC are substantially the same, and thus are extended (100 [%] in the figure). The time constant T is set. On the other hand, when the preceding vehicle P accelerates and the own vehicle 1 tries to follow it, the target rotation speed Neo increases and is gradually shortened as the target rotation speed increases (approaches the 0 [%] side in the figure). The constant T is set.

フィルタ処理部19は、目標回転数演算部16で求めた目標回転数Neoを、時定数演算部18で求めた一次遅れ時定数Tの伝達関数にてフィルタ処理を行い、指示回転数Netを算出する。
Net←Neo/(1+T・s)
ここで、sはラプラス演算子である
目標回転数Neoを一次遅れ時定数Tでフィルタ処理されて得られた指示回転数Netは、先行車Pを定速追従している場合は比較的遅い応答性となり、又、先行車Pの加速に追従しようとした場合は早い応答性となる。
The filter processing unit 19 filters the target rotation speed Neo obtained by the target rotation speed calculation unit 16 with the transfer function of the first-order lag time constant T obtained by the time constant calculation unit 18, and calculates the indicated rotation speed Net. To do.
Net ← Neo / (1 + T · s)
Here, s is a Laplace operator. The indicated rotation speed Net obtained by filtering the target rotation speed Neo with the first-order lag time constant T has a relatively slow response when following the preceding vehicle P at a constant speed. In addition, when trying to follow the acceleration of the preceding vehicle P, the response becomes fast.

ACC_ECU11で求めた指示回転数Netは、E/G_ECU21へ送信され、エンジン回転数が指示回転数Netとなるようにスロットル開度等をフィードバック制御するエンジン制御を行う。一方、T/M_ECU22は、図示しない変速比マップを参照する等して、スロットル開度と車速に応じた変速比を設定する変速制御を行う。 The indicated rotation speed Net obtained by the ACC_ECU 11 is transmitted to the E / G_ECU 21, and engine control is performed to feedback-control the throttle opening and the like so that the engine rotation speed becomes the indicated rotation speed Net. On the other hand, the T / M_ECU 22 performs gear shifting control for setting the gear ratio according to the throttle opening and the vehicle speed by referring to a gear ratio map (not shown).

このように、本実施形態では、ACC制御により先行車Pを、一定速で追従走行している場合、定速回転数演算部15で設定する定速回転数Necと目標回転数演算部16で設定される目標回転数Neoとに大きな差が生じないため、時定数演算部18では大きな一次遅れ時定数Tが設定される。その結果、フィルタ処理部19において目標回転数Neoを一時遅れフィルタ処理して設定される指示回転数Netは、その応答性が遅くなり、空気の薄い高地走行、勾配のきつい登坂路走行、高速道路等での高速走行、荷物を多く積載した高車重等、大きい走行負荷が発生している条件下での走行であっても、負荷の増加によりエンジン回転数が急激に増加することがなく、運転者に与える不快感を軽減させることができる。 As described above, in the present embodiment, when the preceding vehicle P is following the preceding vehicle P at a constant speed by ACC control, the constant speed rotation speed NEC and the target rotation speed calculation unit 16 set by the constant speed rotation speed calculation unit 15 are used. Since there is no large difference from the set target rotation speed Neo, the time constant calculation unit 18 sets a large first-order lag time constant T. As a result, the responsiveness of the indicated rotation speed Net, which is set by temporarily delaying the target rotation speed Neo in the filter processing unit 19, becomes slow, and the air is thin high altitude travel, steep uphill road travel, and highway. Even when driving under conditions where a large driving load is generated, such as high-speed driving at high speeds, high vehicle weight with a large amount of luggage, etc., the engine speed does not increase sharply due to the increase in load. It is possible to reduce the discomfort given to the driver.

一方、先行車Pが加速した場合は、目標回転数演算部16で設定される目標回転数Neoが、定速回転数演算部15で設定する定速回転数Necよりも大きくなるため、時定数演算部18では小さな一次遅れ時定数Tが設定される。その結果、フィルタ処理部19において一時遅れフィルタ処理して設定される指示回転数Netは、その応答性が早くなり、エンジン回転数の上昇により、運転者にもたつき感や加速不足感を覚えさせることなく良好な加速性能を得ることができる。 On the other hand, when the preceding vehicle P accelerates, the target rotation speed Neo set by the target rotation speed calculation unit 16 becomes larger than the constant speed rotation speed Nec set by the constant speed rotation speed calculation unit 15, so that the time constant A small first-order lag time constant T is set in the calculation unit 18. As a result, the indicated rotation speed Net set by the temporary delay filter processing in the filter processing unit 19 becomes faster in response, and the increase in the engine rotation speed causes the driver to feel a feeling of sluggishness and insufficient acceleration. Good acceleration performance can be obtained.

その結果、本実施形態によれば、先行車Pを追従走行するに際し、先行車Pが定速走行している場合は、エンジン回転数の急激な上昇が抑制され、一方、先行車Pが加速した場合には、直ちにエンジン回転数を上昇させて追従させることができるため、特に小排気量車において有効であり、常に最良の運転性能を発揮させることができる。 As a result, according to the present embodiment, when the preceding vehicle P is traveling at a constant speed when following the preceding vehicle P, a rapid increase in the engine speed is suppressed, while the preceding vehicle P accelerates. In such a case, the engine speed can be immediately increased to follow the engine speed, which is particularly effective for a small displacement vehicle, and the best driving performance can always be exhibited.

尚、本発明は、上述した実施形態に限るものではなく、例えば、先行車Pを認識する手段は先行車との車間距離、及び相対車速等の先行車情報を検出することのできるものであれば、車載カメラ2に限らず、単眼カメラと距離センサ(ミリ波レーダ、音波レーダ、又はレーザレーダ等)とを組み合わせたものであっても良い。 The present invention is not limited to the above-described embodiment. For example, the means for recognizing the preceding vehicle P may be capable of detecting preceding vehicle information such as the distance to the preceding vehicle and the relative vehicle speed. For example, the vehicle-mounted camera 2 may be limited to a combination of a monocular camera and a distance sensor (millimeter wave radar, sound wave radar, laser radar, or the like).

1…自車両、
1a…左右前輪、
1b…左右後輪、
2…車載カメラ、
2a…メインカメラ、
2b…サブカメラ、
5…エンジン、
6…自動変速機、
7…車輪速センサ、
8…前後Gセンサ、
12…勾配推定値演算部、
13…目標車速演算部、
14…推定車重演算部、
15…定速回転数演算部、
16…目標回転数演算部、
16…各車輪速センサ、
16…目標回転数演算部、
17…差分器、
18,…時定数演算部、
19…フィルタ処理部、
23…車内通信回線、
Nec…定速回転数、
Neo…目標回転数、
Net…指示回転数、
P…先行車、
T…時定数
1 ... own vehicle,
1a ... Left and right front wheels,
1b ... Left and right rear wheels,
2 ... In-vehicle camera,
2a ... Main camera,
2b ... Sub camera,
5 ... engine,
6 ... Automatic transmission,
7 ... Wheel speed sensor,
8 ... Front and rear G sensor,
12 ... Gradient estimation value calculation unit,
13 ... Target vehicle speed calculation unit,
14 ... Estimated vehicle weight calculation unit,
15 ... Constant speed rotation speed calculation unit,
16 ... Target rotation speed calculation unit,
16 ... Each wheel speed sensor,
16 ... Target rotation speed calculation unit,
17 ... diff,
18, ... Time constant calculation unit,
19 ... Filter processing unit,
23 ... In-car communication line,
NEC ... Constant speed rotation speed,
Neo ... Target rotation speed,
Net ... indicated rotation speed,
P ... preceding vehicle,
T ... Time constant

Claims (3)

先行車に追従して自車両を走行させるクルーズコントロール装置において、
前記自車両の走行負荷を設定する走行負荷演算手段と、
前記先行車の加速に追従して前記自車両を前記走行負荷に抗して加速させるために必要な目標回転数を設定する目標回転数演算手段と、
前記先行車に対して前記自車両を前記走行負荷に抗して一定速で追従走行させるために必要な定速回転数を設定する定速回転数演算手段と、
前記目標回転数と前記定速回転数との回転差分に基づき一次遅れの時定数を設定する時定数演算手段と、
前記目標回転数を前記時定数の伝達関数でフィルタ処理してエンジン制御手段へ指示する指示回転数を設定するフィルタ処理手段と
を備えることを特徴とするクルーズコントロール装置。
In a cruise control device that follows the preceding vehicle and drives the own vehicle
The traveling load calculation means for setting the traveling load of the own vehicle and
A target rotation speed calculation means for setting a target rotation speed required for accelerating the own vehicle against the traveling load following the acceleration of the preceding vehicle.
A constant speed rotation speed calculation means for setting a constant speed rotation speed required for the own vehicle to follow the traveling load at a constant speed with respect to the preceding vehicle.
A time constant calculation means for setting a time constant with a first-order delay based on the rotation difference between the target rotation speed and the constant speed rotation speed.
A cruise control device including a filter processing means for filtering the target rotation speed with the transfer function of the time constant and setting an indicated rotation speed instructing the engine control means.
前記時定数演算手段では、前記目標回転数から前記定速回転数を減算して前記回転差分を求め、該回転差分が増加するに従い短縮された前記時定数を設定する
ことを特徴とする請求項1記載のクルーズコントロール装置。
The time constant calculation means is characterized in that the constant speed rotation speed is subtracted from the target rotation speed to obtain the rotation difference, and the time constant shortened as the rotation difference increases is set. 1 The cruise control device according to 1.
前記走行負荷演算手段で設定する前記走行負荷は、路面勾配値と車体重量と前記自車両を前記先行車に追従させる目標車速とに基づいて設定する
ことを特徴とする請求項1或いは2記載のクルーズコントロール装置。
Wherein the traveling load to be set in the travel load calculating means, according to claim 1 or 2, wherein the set based the road surface gradient value and the vehicle body weight the own vehicle and the target vehicle speed to follow the preceding vehicle Cruise control device.
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